7.

3L DIT Power Stroke - Part 1

Source:
Ford Motor Company Publication

Part 1 of 4 in a series of articles outlining the Features, Description, and
Unique Service Procedures of the original 7.3L DIT Power Stroke
7.3 DIT Power Stroke
Introduction
7.3 DIT Overview
This publication is not intended to replace the Service Manual but to introduce the 7.3
DIT.
Engine Features
The 7.3 DIT has been designed to meet customer expectations for increased performance.
New features used in this engine are discussed in detail.
Horsepower Comparison
The 7.3 DIT engine will consistently produce 215 peak horsepower @ 3000 rpm at sea
level and up to elevations of 10,000 feet.
This is a 13% increase over the 7.3 IDI Turbocharged engine.
Electronic engine management combined with turbocharging and more robust power
cylinders provides an increase in horsepower over previous 7.3 engines, and
accomplishes this at lower emission levels.
Torque Comparison
The 7.3 Direct Injection Turbocharged Diesel engine produces 450 lb./ft/ of torque
between 1900 and 2100 rpm compared to the 7.3 IDI's 388 lb./ft. at 1400 rpm. This is a
16% increase over the 7.3 IDI Turbocharged engine.
The 7.3 Direct Injection Turbocharged Diesel engine provides significantly increased
performance, without sacrificing reliability of the drivetrain components.
Specifications
The 7.3 DIT Diesel engine is a totally new engine design that will provide improved fuel
economy, durability, and performance.

Engine Type Diesel, 4-Cycle
Configuration OHV-V8
Displacement 444 cu. in. (7.3L)
Bore and Stroke 4.11 x 4.18 (10.44 x 10.62cm)
Compression Ratio 17.5:1
Aspiration Turbocharged
Rated Power @ RPM 215 @ 3000 RPM
Peak Torque @ RPM 450 @ 1900 RPM
Engine Rotation, Facing Flywheel Counter Clockwise
Combustion System Direct Injection
Total Engine Weight (Dry) 920 LB. (417.6 Kg)
Coolant Flow 80 GPM (302.8L/min) @ 3300 RPM
Fan-to-Crank Ratio 1.1:1
Heat Rejection 30 BTU/Hp-Min
Air Flow @ RPM 548 CFM (15.5 m
3
/min.) @ 2600 RPM
Exhaust Flow @ RPM 1600 CFM (45.3m
3/
/min.) @ 3000 RPM
Cooling System Capacity (Engine Only) 12 Quarts (11.4 Liters)
Lube System Capacity (Including Filter) 12 Quarts (11.4 Liters
Physical Identification
Physical Identification
Three ways to identify are:
Engine Serial Number
Calibration Label
Engine Features
Engine Serial Number
The engine serial number is located on rear oil cooler pad.
7.4 - is the engine family identifier
JU2U is a manufacturing designator
000501* is a sequential build number
Calibration Label
The calibration label is located on the front of the high pressure oil reservoir.
The manufacturing date is identified.
Emission Label
The emission label is located on the Right Valve Cover and identifies the engine model,
horsepower, and fuel delivery rate.
HEUI Fuel System Operation
System Overview
Demands for greater fuel economy and lower exhaust emissions, in the 90's and beyond,
require improved fuel system performance. The HEUI system (Hydraulically Actuated,
Electronically Controlled, Unit Injection) meets these requirements. Three critical factors
that lead to enhanced performance are:
RATE OF CONTROL
TIMING CONTROL
HIGHER INJECTION PRESSURES
Rate Control
The rate of injection can be controlled to meet any engine condition.
Because the HEUI is hydraulically actuated rather than mechanically actuated, its rate of
injection does not depend on engine speed.
Timing Control
Both start and end of injection are electronically controlled.
Unlike conventional electronically controlled mechanically actuated unit injectors, the
HEUI plunger does not move until the solenoid is energized.
This means that plunger movement is not limited to the speed or duration of a cam lobe.
Higher Injection Pressures
An intensifier piston in the HEUI multiplies hydraulic force on the plunger.
By varying hydraulic input pressure, injection pressure can be controlled in a range from
3,000 to 21,000 psi.
These high pressures are available throughout the entire engine operating range, at idle,
as well as high engine speeds.
Five Major Components
The HEUI System Consists of Five Major Components:
Powertrain Control Module (PCM)
Previously referred to as EEC utilizing 104 pin connector.
Injector Drive Module IIDM)
Steps up signal from PCM to drive injectors.
High Pressure Oil Supply Pump
A separate high pressure pump with exclusive purpose to power injectors.
Injection Pressure Regulator (IPR)
Located on high pressure pump, controlled by PCM.
Injectors (HEUI)
One per cylinder under the valve covers.
Powertrain Control Module (PCM)
The PCM is a microprocessor which monitors various sensors from the vehicle and
engine as it controls the operation of the entire fuel system.
Sensors Monitored Include:
Accelerator Position Sensor (APS)
Camshaft Position Sensor (CMP)
Injection Control Pressure Sensor (ICP)
Manifold Absolute Pressure Sensor (MAP)
Engine Oil Temperature Sensor (EOT)
Intake Air Temperature Sensor (IAT)
Barometric Pressure Sensor (BARO)
Exhaust Back-Pressure Sensor (EBP)
Injector Drive Module (IDM)
The IDM sends a precisely controlled current pulse to energize the injector solenoid.
The timing and duration of the IDM pulse are controlled by the PCM.
The IDM pulse consists of 100 Volts, 7 Amps, equal to 1 horsepower per injection.
In addition to the crankshaft-driven gerotor oil pump that supplies lube oil to the engine,
the fuel system features a high pressure lube pump and an injection pressure regulator.
High Pressure Oil Supply Pump
The hydraulic supply pump is a seven piston fixed displacement axial piston pump.
Injection Pressure Regulator (IPR)
The IPR is an electronically operated dump valve which closely controls pump output
pressure, between 450 and 3,000 psi, by dumping excess flow to the return circuit.
The IPR is mounted on the high pressure oil pump.
HEUI Injector
The HEUI Injector is hydraulically actuated by high pressure engine oil supplied by the
high pressure oil pump.
The Injector has four major components which contribute to higher injection pressure
needed to satisfy increased customer expectations for performance, while improving fuel
economy and meeting emissions regulations.
Solenoid
Poppet Valve
Intensifier Piston and Plunger
Nozzle Assembly
Electronic Solenoid
The solenoid is a very fast acting electro-magnet, which when energized, pulls the poppet
valve off its seat.
The injector is actuated 27 times per second at rated speed.
100 VOLTS 7 AMPS
1 HORSEPOWER
Poppet Valve
The poppet valve is held on its lower seat by a spring. In this closed position, high
pressure inlet oil is blocked and the intensifier cavity is opened to drain.
When the solenoid is energized, the poppet is quickly lifted off its lower seat to its upper
seat. The path to drain is closed and the inlet for high pressure oil is opened.
Intensifier Piston and Plunger
When the poppet valve opens the inlet port, high pressure oil enters the injector and acts
on the top of the intensifier piston. Pressure builds on the intensifier, pushing it and the
plunger down.
The intensifier is 7 times larger in surface area than the plunger; providing an equal
multiplication of force, i.e. injection pressure.
The downward movement of the plunger pressurizes the fuel in the plunger cavity,
causing the nozzle to open.
Nozzle Assembly
The nozzle assembly is of conventional design with the exception of the fill check. This
check ball seats and seals during the downward stroke of the plunger to prevent leakage
of the high pressure fuel.
During the return stroke, it unseats allowing the plunger cavity to fill.
The nozzle valve is an inwardly opening type which lifts off its seat when pressure
overcomes the spring force. Fuel is then atomized at high pressure through the nozzle
tip.
Stages of Injection
Stages of Injection
There are three stages of injection with the HEUI:
Fill Cycle
Injection
End of Injection
Fill Cycle
During pre-injection all internal components have returned to their spring loaded
positions. The poppet valve is blocking high pressure oil from entering the injector.
The plunger and intensifier are at the top of their bore and the plunger cavity is full of
fuel. Fuel pressure in the plunger cavity is the same as fuel gallery pressure, 40 to 70 psi.
Injection
When the PCM determines that the injector should be fired, the following sequence of
events occur:
PCM sends Fuel Delivery Control Signal (FDCS) to IDM.
IDM sends electric current pulse to injector solenoid.
Solenoid is fully energized almost instantly creating a strong magnetic pull on the
armature.
Magnetic pull of solenoid overcomes spring tension holding the poppet closed.
Poppet is quickly raised off its seat.
Upper poppet land closes off path to drain.
Lower land opens poppet chamber to incoming high pressure oil.
High pressure oil flows around poppet to the top of intensifier piston.
Pressure on the top of the intensifier forces it down along with the plunger. The
downward movement of the plunger pressurizes the fuel in the plunger cavity and
nozzle. When the fuel pressure reaches Valve Opening Pressure (VOP) of about 2,700
psi, the nozzle valve lifts off its seat and injection begins.
Injection pressures may be as high as 21,000 psi depending on engine requirements.
End of Injection Drain Cycle
The end of the injection cycle begins when the PCM terminates the fuel delivery control
signal to the IDM. The IDM then terminates the electric pulse to the solenoid. The
following events occur:
The magnetic field of the solenoid collapses and is no longer able to overcome poppet
spring tension to hold the poppet off its seat.
The poppet closes, shutting off high pressure oil from entering the injector.
When the poppet is seated, the upper land of the poppet opens the poppet cavity to drain.
Pressurized oil in the intensifier chamber and poppet chamber flows upward around the
poppet seat, through the vent holes in the poppet sleeve and out the adapter drain hole.
The pressure of the fuel in the plunger cavity exerts an upward force on the plunger and
intensifier. As the pressure of the pressurized oil above the intensifier drops, so does the
downward force on the intensifier.
The upward force from the pressurized fuel almost instantly becomes greater than the
downward force on the intensifier so the downward motion of the intensifier and plunger
stops.
When the plunger stops, fuel flow also stops and spring tension closes the nozzle valve.